EP3492368A1 - Wurzelrippe zum verbinden eines tragflügels mit einem flügelkasten, und herstellungsverfahren eines luftfahrzeugs mit einer solchen rippe - Google Patents

Wurzelrippe zum verbinden eines tragflügels mit einem flügelkasten, und herstellungsverfahren eines luftfahrzeugs mit einer solchen rippe Download PDF

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Publication number
EP3492368A1
EP3492368A1 EP18208857.5A EP18208857A EP3492368A1 EP 3492368 A1 EP3492368 A1 EP 3492368A1 EP 18208857 A EP18208857 A EP 18208857A EP 3492368 A1 EP3492368 A1 EP 3492368A1
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EP
European Patent Office
Prior art keywords
orifices
wing
fin
box
row
Prior art date
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Granted
Application number
EP18208857.5A
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English (en)
French (fr)
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EP3492368B1 (de
Inventor
Franck Batalla
Denis Soula
Javier Maqueda Lahoz
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Airbus Operations SAS
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Airbus Operations SAS
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Publication of EP3492368A1 publication Critical patent/EP3492368A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/26—Attaching the wing or tail units or stabilising surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/18—Spars; Ribs; Stringers
    • B64C3/187—Ribs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections

Definitions

  • the present invention relates to the field of aircraft structure, and relates more particularly to a connecting rib intended for the central wing-box section joining of an aircraft wing, a method of manufacturing such a connecting rib, the use of this junction rib or of this method in a method of manufacturing a central aircraft wing module, the use of the latter method in a method of manufacturing a fuselage section for aircraft, and finally the use of the latter method in a manufacturing process of an aircraft.
  • the fuselage In an aircraft comprising a fuselage and a wing comprising two opposite symmetrical wings fixed to the fuselage, the fuselage generally integrates a box-like structure, called “central wing box", on which respective wing structures are fixed, also in form of caissons and generally referred to as "wing side caissons".
  • the central wing box typically includes an upper panel, also called an extrados panel, a lower panel, also referred to as the intrados panel, as well as a front spar and a rear spar which each connect the bottom panel to the top panel.
  • the central wing box usually incorporates internal stiffening ribs interconnecting the lower and upper panels and the front and rear rails.
  • each wing to the fuselage is provided by a junction rib acting as a structural interface between the corresponding wing side box and the central wing box.
  • the junction rib generally comprises a core, and a set of cross or tee shaped elements arranged at the periphery of the core and fixed thereto by means of shear bolts, as shown for example in FIG. page 283 of Michael Chun-Yung Niu's book, Airframe Structural Design (1988) ).
  • Each of the profiled elements has a fin or branch which is attached to a corresponding panel or spar of the central wing box, together with one or more angled brackets, and another wing or branch which is attached to a corresponding panel or spar of the box. lateral wing, together with one or more other angle brackets.
  • the fastening of the fins and fittings to the panels and spars is generally carried out by means of shear bolts.
  • rib and profiled elements require that the operations of setting up and fixing a major part of these elements are involved in advanced phases of the assembly process of the aircraft, particularly in the final assembly phase during which the wings are attached to the fuselage.
  • the final assembly phase is a particularly expensive phase with regard to the entire assembly process of an aircraft.
  • the invention aims in particular to provide a simple, economical and effective solution to this problem.
  • a connecting rib intended for the central wing-box section joining of an aircraft, comprising a main sail, as well as an upper fin and a lower fin which extend from the main sail, a first side with respect to the main sail.
  • the main web has a joining surface arranged on a second side opposite to the first side, the main web having rows of openings opening on the second side in the joining surface and the first side, the rows of orifices comprising at least a first row of orifices formed in an upper part of the main web and extending from one front side to a rear side of the connecting rib, and a second row of orifices formed in a lower part of the main web and extending from the front side to the side rear of the connecting rib, each row of orifices comprising orifices in the free state.
  • upper part and “lower part” it should be understood that the upper part extends generally above the lower part.
  • orifices in the free state it should be understood that the orifices are unoccupied, that is to say able to receive later fasteners.
  • junction rib thus produced makes it possible to join a wing to an aircraft fuselage section in a particularly simple and effective manner, in particular making it possible to minimize the number and the complexity of the operations remaining to be carried out at the first stage. final assembly of the aircraft, as will become clearer in what follows.
  • the rows of orifices comprise a third row of orifices formed in the upper part of the main web and extending from the front side to the rear side of the connecting rib, so that the first and third rows of orifices are arranged respectively on either side of the upper fin.
  • the main sail is thus able to directly take up traction forces of upper fittings, as will become clearer in what follows.
  • the joining rib has an extension which is inclined with respect to the joining surface and which extends from the second side from an upper end of the upper part of the main web, so as to form an obtuse angle with the upper fin in cross section.
  • the joining rib further comprises a front fin and a trailing fin which extend from the main sail, the first side to the main sail, and the rows of orifices further comprise a fourth row of orifices formed in a front portion of the main web and extending from a lower side to an upper side of the connecting rib, and a fifth row of orifices formed in a rear portion of the main sail and extending from the lower side towards the upper side of the connecting rib.
  • each of the profiled elements other than the upper profile has an angled configuration.
  • the rows of orifices furthermore advantageously comprise the fourth row of orifices, formed in a third of the elements profiles, said front profile, and the fifth row of orifices, formed in a fourth of the profiled elements, said rear profile, the front and rear profiles being arranged at two opposite ends of the core, said front end and rear end respectively, which each connect the upper end to the lower end of the core, so that the base of the front profile forms said front portion of the main sail and the fin of the front profile forms said front fin, and so that the base of the rear profile forms said rear portion of the main sail and the fin of the rear profile forms said rear fin.
  • step F) advantageously further comprises fixing the front and rear fins respectively to the front and rear longitudinal members.
  • the distal portion of said at least one splint forms, in cross section, an angle with respect to the proximal portion of said at least one splint.
  • the bead of said at least one upper external fitting advantageously comprises orifices respectively aligned with the orifices of the third row of orifices.
  • the fuselage structure comprises a skin
  • step iii) comprises attaching the skin to the extension by means of fourth through fasteners.
  • a junction rib intended for the central wing-box sectional junction of an aircraft according to a preferred embodiment of the invention, and a method for manufacturing an aircraft according to a preferred embodiment of the invention, advantage of the advantages provided by said connecting rib, will now be described with reference to the Figures 1 to 19 which successively illustrate different stages of the process, and in permanent reference to the figure 20 which shows an overall flowchart of the process.
  • the directions X, Y and Z are defined with reference to the orientation of the elements within the aircraft at the end of the manufacturing process of the latter.
  • the longitudinal direction X is conventionally defined as being parallel to the roll axis of the aircraft, the transverse direction Y being parallel to the pitch axis of the aircraft, and the vertical direction Z being parallel to the axis of the aircraft. yaw axis of the aircraft.
  • the manufacturing process of the aircraft comprises first a step I) of manufacturing a fuselage section.
  • Step I) itself comprises a step i) of manufacturing a central wing module.
  • Step i) comprises a step A) which consists in manufacturing at least one connecting rib, and which will now be described in detail.
  • junction rib considered is intended to equip the right side of the aircraft.
  • step A) comprises a first step a) of providing a core 10, and profiled elements 12 each comprising a respective base 14 having a main face 14A, and a respective fin 16A-16D protruding from the base 14, a side opposite to the main face 14A.
  • each of the profiled elements 12 may advantageously be manufactured by means of a method comprising a step of extruding a material intended to form the element 12, through a die 20 ( figure 1 ) configured to form the base 14 and the fin 16, then a possible step of forming the element 12 ( figure 2 ) for imparting bending to the element 12.
  • the conformation of the profiled elements 12 lends itself well to extrusion manufacturing, which allows the manufacture of profiles in one piece at a cost considerably lower than the forging techniques sometimes used for the manufacture of cross section elements or T-pieces. prior art.
  • the prior manufacturing process of the profiled elements 12 may further include a step of machining the element 12 by means of a machining tool 22 ( figure 3 ) possibly making it possible to perfect the surface state of the element 12 and, if necessary, to form orifices through the base 14 and possible countersinks around each of the orifices (the orifices and countersinks being not visible on Figures 1-4 ).
  • a machining tool 22 figure 3
  • the step of forming the aforementioned orifices is carried out later, as will become clearer in what follows.
  • the profiled elements comprise a first profiled element, said upper section 12A, a second profiled element, said lower profile 12B, a third profiled element, said profile before 12C, and a fourth profiled element, said rear profile 12D.
  • the upper profiles 12A and lower 12B are arranged at two opposite ends of the core 10, namely an upper end 10A and a lower end 10B.
  • the front 12C and 12D front profiles are arranged at two other opposite ends of the core 10, namely a front end 10C and a rear end 10D, which each connect the upper end 10A to the end. lower 10B.
  • the base 14 of each of these profiled elements extends from an end of the corresponding blade 16B-16D.
  • These three profiled elements thus each have a so-called "square" configuration.
  • the term "angled" means to cover a configuration in which the fin 16B-16D is orthogonal, or inclined at an angle greater than 45 degrees, relative to the main face 14A of the base 14.
  • the base 14 of the upper profile 12A, and in particular the main face 14A thereof, extend on either side of the fin 16A of this upper profile, at one end of said fin.
  • the base 14 of the upper profile 12A has an extension 14B which is inclined relative to the junction surface 24 extending from an upper end of the corresponding main face 14A, being inclined relative to this last, so that the extension 14B and the upper fin 16A form an obtuse angle ⁇ and extend from two opposite sides relative to the corresponding main face 14A.
  • Step A) then comprises a step b) of fixing the respective bases 14 of the profiled elements 12 to the core 10, so that the respective fins 16A-16D of the profiled elements extend from a first side C1 by report to the soul 10, as it appears on the figure 5 , and so that the respective bases 14 of the profiled elements 12 and the core 10 together form a main web 39, which has a junction surface 24, preferably continuous, arranged with a second side C2 opposite to the first side C1 as will become clearer in the following ( figure 9 ).
  • the junction surface 24 thus includes the main faces 14A of the bases 14. As shown in FIG. figure 5 the extension 14B of the base of the upper section 12A therefore extends from the second side C2.
  • the fixing of the bases 14 to the core 10 is performed by friction stir welding (FSW) edge-to-edge.
  • FSW friction stir welding
  • Stage A) further comprises a step c) of providing first brackets 28, said internal frame legs, each comprising a sole 30 and a heel 32 respectively (one of these internal frame feet). being visible on the figure 4 ).
  • Each of the inner frame legs 28 further comprises a stiffening web 33 in the form of a ramp.
  • step A) comprises a step d) of fixing the respective flanges of the inner frame feet 28 on the main web 39, typically on at least one of the core 10 and the base 14 of the upper profile 12A, so that the respective heels 32 of the inner frame legs 28 are arranged facing, and preferably in contact with, the fin 16A of the upper profile 12A.
  • the soles 30 are fixed on the core 10.
  • the Figures 5 and 6 show the assembly thus formed at the end of step d).
  • step A) then comprises a step e) consisting of piercing these orifices 34 through the bases 14 of each of the profiled elements 12 (FIG. figure 7 ), and, preferably, to form countersinks 36 around all or part of the orifices of the profiled elements 12 ( Figures 7 and 8 ).
  • the joining rib 37 obtained at the end of step A) is visible on the figure 9 .
  • the manufacturing step A) of the connecting rib 37 may be different from the foregoing description.
  • the profiled elements 12 may for example be fixed to the core 10 by other means, for example by through fasteners.
  • the profiled elements 12 and the core 10 can be made in one piece, for example by molding.
  • the connecting rib 37 thus comprises the main web 39, from which the fins 16A-16D extend from the first side C1, and which defines the junction surface 24 of the second side C2.
  • This main sail 39 corresponds, in the preferred embodiment of the invention described above, to the assembly formed by the core 10 and by the bases 14 of the profiled elements 12.
  • the main sail 39 comprises, at the end of step A), rows of orifices 34 opening to the second side C2 in the junction surface, and the first side C1 (opposite to said surface), these orifices 34 being therefore through.
  • the rows of orifices 34 comprise at least a first row of orifices R1 formed in an upper part of the main web 39, where appropriate in the base 14 of the upper profile 12A, and a second row of orifices R2 formed in a lower part of the main web 39, where appropriate in the base 14 of the lower profile 12B, as shown on the figure 9 .
  • the rows R1 and R2 extend generally from a front side to a rear side of the connecting rib, respectively near upper and lower ends of the main sail 39.
  • first row orifices R1 are aligned with orifices formed in the respective flanges of the inner frame legs 28, as will become clearer in the following ( figure 10 ).
  • the rows of orifices 34 further comprise a third row of orifices R3 extending generally from the front side to the rear side of the connecting rib and formed in the upper part of the main sail 39, where appropriate in the base 14 of the upper profile 12A ( figure 9 ), so that the first row of orifices R1 and the third row of orifices R3 are arranged (and open) respectively on either side of the upper fin 16A.
  • the first row R1 is thus located between the core 10 and the third row R3 or, more generally, between the second row R2 and the third row R3.
  • the rows of orifices 34 also comprise a fourth row of orifices R4 formed in a front part of the main web 39, where appropriate in the base 14 of the front profile 12C, and a fifth row of orifices R5 formed in a part rear of the main sail 39, if necessary in the base 14 of the rear profile 12D.
  • the rows R4 and R5 extend generally from a lower side to an upper side of the connecting rib, near respectively front and rear ends of the main sail 39.
  • the rows R1, R2, R4 and R5 are each arranged in a part of the corresponding base 14 by which the corresponding profiled element 12 is fixed to the core 10.
  • the aforementioned part corresponds to the entire base 14.
  • the aforementioned part is the portion 38 of the base 14 located on the side of the core 10 relative to the upper fin 16A.
  • extension 14B extends from the second side C2 from an upper end of the upper part of the main sail 39.
  • the fins 16A-16D are connected to the corresponding bases 14 by respective leaves 40 ( figure 8 ) through which the counterbores 36 are formed.
  • Each of the fillets 40 has a discontinuity of curvature 42 at its connection to the corresponding base 14. Such discontinuity of curvature increases the radius of curvature of the fillet 40 without increasing the extent of the base 14 in the direction orthogonal to the corresponding fin 16A-16D.
  • the leaves 40 and have a relatively large thickness, which allows them to play a role of stiffening within the profiled elements 12.
  • the rows R1, R2, R4 and R5 of orifices are provided with countersinks 36, while the row R3 is devoid of them.
  • the upper panels 54A and lower 54B and the front longitudinal members 54C and 54D thus define an internal space 55 of the central wing box, open at the lateral ends 56 of the central wing box 52 (only one of the lateral ends 56 being visible on Figures 9-18 ).
  • the upper panels 54A and lower 54B are provided, on their respective internal faces, with stiffeners 53, in a well-known manner.
  • the heel 48 of the upper external fitting 44 has orifices 58 ( Figures 10-11 ) arranged to be respectively aligned with all or part of the orifices 34 of the third row R3.
  • the splint 50 preferably comprises a proximal portion 50A and a distal portion 50B inclined relative to each other, so that in cross section, the upper face of the distal portion 50B forms an angle ⁇ with respect to the upper face of the proximal portion 50A, the latter upper face extending typically parallel to the X and Y directions.
  • the angle ⁇ is of course between 90 degrees and 180 degrees excluded, and is preferably greater than 135 degrees.
  • the upper external fitting 44 and the splice 50 are elements each made in one piece, preferably by extrusion, like the profiled elements 12.
  • the upper external fitting 44 is positioned so that the orifices 58 of its heel 48 are aligned with the orifices of the third row of orifices R3 of the upper section 12A (as shown on FIG. figure 15 ).
  • Step F) also consists in attaching the respective fins 16C, 16D of the front 12C and 12D rear profiles to the 54C and 54D rear longitudinal members, respectively.
  • FIGS 12 to 14 illustrate the central wing module 64, obtained at the end of step i), and formed of the central wing box 52 and the connecting rib 37 assembled to one another in the manner described above. .
  • the fasteners 60 and 62 are not visible in these figures.
  • step I) then comprises a step ii) consisting generally of providing a fuselage structure 66 (visible partially on the figures 15 , 16 and 19 ), and a step iii) generally consisting of attaching the upper external fitting 44 to the fuselage structure 66.
  • the fuselage structure 66 typically comprises circumferential frames and a skin 70 fixed on the circumferential frames 68.
  • the circumferential frames 68 integrate (in one piece or by assembly) third respective angle brackets 72, so-called feet of external frames, each comprising a sole 74 and a heel 76 respectively, and a respective stiffening web 77.
  • step iii) comprises the fixing of the respective heels 76 of the outer frame legs 72 respectively to the respective heels 32 of the inner frame legs 28 by means of third through fasteners 78 ( figure 16 ).
  • These members 78 pass through the heels 32 and 76, the sole 46 of the upper external fitting 44, and the upper panel 54A of the central wing box 52.
  • Step iii) further comprises fixing the skin 70 on the extension 14B of the connecting rib 37 by means of fourth through-fastening members 80 ( figures 15 and 16 ).
  • the figures 15 and 16 thus show a portion of the fuselage section 81 obtained at the end of step I).
  • the manufacturing process of the aircraft then comprises a step II) consisting in providing at least one wing 82 comprising a wing lateral box 84 delimiting an internal space 85, and a step III) of positioning an end 86 of the wing side box 84 in view of the joining surface 24 of the connecting rib 37, so that the distal portion 50B of the splint 50 is positioned outside the internal space 85 of the wing side box 84.
  • the wing side box 84 has an upper panel 84A and a lower panel 84B, as well as a front spar (not visible) and a rear spar 84D each connecting the upper panel 84A to the bottom panel 84B, in a well-known manner.
  • the wing side casing 84 comprises a fourth angled fitting 88 comprising a sole 90 and a heel 92 respectively, a fifth angle bracket 94 comprising a sole plate 96 and a heel 98 respectively, and a sixth bracket 100 comprising: a sole 102 and a heel 104 respectively.
  • the sole 90 of the fourth angled bracket 88 is attached to the upper panel 84A, within the inner space 85 of the wing side box, while the sole 102 of the sixth angled bracket 100 is attached to the upper panel 84A outside the inner space 85 of the wing side box.
  • the soles 90 and 102 are fixed to the upper panel 84A jointly, that is to say by means of common fasteners.
  • the sole 96 of the fifth bracket 94 is attached to the lower panel 84B within the inner space 85 of the wing side box.
  • the respective heels 92, 98 and 104 of the fittings 88, 94 and 100 have respective orifices 106, 107 and 108 respectively arranged to be aligned with the orifices 34 of the rows R1, R2 and R3, as will be clearer in what follows. follows.
  • step III the end 86 of the wing side box is substantially in contact with the junction surface 24.
  • the manufacturing process of the aircraft then comprises a step IV) of fixing the wing side box 84 to the connecting rib 37 by means of fasteners operating in tension / compression 110, 112, 114 engaged respectively in the holes 34 formed in the main sail 39, and to also fix the wing side box 84 to the distal portion 50B of the splice 50 by means of fifth through fastening members 116.
  • the fasteners operating in tension / compression 110, 112, 114 and the fifth through fasteners 116 are also visible, in the unassembled state, on the figure 17 .
  • the fasteners operating in tension / compression comprise sixth through fasteners 110 mounted together through the orifices 106 (FIG. figure 17 ) formed in the heel 92 of the fourth square bracket 88 and through the orifices 34 of the first row of orifices R1.
  • fasteners operating in traction / compression comprise seventh through fasteners 112 mounted together through orifices 107 (FIG. figure 17 ) formed in the heel 98 of the fifth bracket 94 and through the orifices 34 of the second row of orifices R2.
  • the fasteners operating in tension / compression comprise eighth through fasteners 114 mounted together through the orifices 108 formed in the heel 104 of the sixth bracket 100, through the orifices 34 of the third row of orifices R3, and through the orifices 58 of the heel 48 of the upper external fitting 44.
  • the fasteners operating in tension / compression 110, 112, 114 are bolts.
  • the fasteners 60, 62, 78, 80 and 116 are preferably also bolts. Those skilled in the art will understand that because of their arrangement, the fasteners 60, 62, 80 and 116 work mainly in shear.
  • the extension 14B of the connecting rib 37 has a face lower (that is to say arranged on the side of the flange 82) which forms, with a horizontal plane XY parallel to the X and Y directions, an angle ⁇ greater than the angle ⁇ that is the upper face of the part distal 50B of the splint 50 with respect to the XY plane ( figure 15 ).
  • the plan P1 of the lower face of the extension 14B and the plane P2 of the upper face of the distal portion 50B have an intersection located on the first side C1 with respect to the joining surface 24.
  • the figure 19 illustrates very schematically an example of aircraft 120 obtained at the end of the process according to the invention.
  • the method in its most general definition, concerns only one side of the aircraft (that is to say a wing 82, a connecting rib 37 and a corresponding lateral end 56 of the wing central box 52)
  • the method is of course intended to be implemented in a similar manner with regard to the opposite side of the aircraft for fixing a second wing 82 'to the fuselage section 81 via a second rib junction 37 'arranged at the other lateral end of the wing central box.
  • the invention has many advantages.
  • the connecting rib 37 can be manufactured at an upstream assembly stage of the aircraft, in parallel with manufacturing operations of the central wing box 52.
  • the configuration of the connecting rib 37 makes it possible to assemble it at the central wing box 52 after the latter has been assembled.
  • the assembly of the various profiled elements 12 to the core 10 by FSW welding saves time and weight and is easier to implement than a bolted or riveted assembly.
  • the method also makes it possible to integrate a maximum number of elements at the central wing module, and therefore at an upstream assembly stage of the aircraft, including the upper external fitting 44, the inner frame feet 28 and the splint 50.
  • the pre-drilling holes 34 also avoids having to conduct these operations at a final assembly stage of the aircraft.
  • tension / compression fasteners 110, 112, 114 in combination with the general configuration of the joining rib 37, makes it possible to reduce the number and the complexity of the operations at the final assembly stage as much as possible. of the aircraft.
  • the upper external fitting 44 may alternatively be replaced by a plurality of fittings configured to be juxtaposed along the base 14 of the upper profile 14A, with or without spacing between these fittings. It is the same with regard to the brackets 88, 94, 100 of the side wing box 84.
  • the third row of orifices R3 allows the main sail 39 to take up directly the traction / compression forces applied to the connecting rib 37 by the wing lateral box 84.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Connection Of Plates (AREA)
  • Escalators And Moving Walkways (AREA)
  • Automatic Assembly (AREA)
  • Powder Metallurgy (AREA)
EP18208857.5A 2017-11-29 2018-11-28 Wurzelrippe zum verbinden eines tragflügels mit einem flügelkasten, und herstellungsverfahren eines luftfahrzeugs mit einer solchen rippe Active EP3492368B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1761378A FR3074143A1 (fr) 2017-11-29 2017-11-29 Nervure de jonction voilure-caisson de voilure pour aeronef et procede de fabrication d'un aeronef au moyen d'une telle nervure

Publications (2)

Publication Number Publication Date
EP3492368A1 true EP3492368A1 (de) 2019-06-05
EP3492368B1 EP3492368B1 (de) 2021-05-19

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US (1) US11046414B2 (de)
EP (1) EP3492368B1 (de)
CN (1) CN109878696A (de)
FR (1) FR3074143A1 (de)

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EP3492368B1 (de) 2021-05-19
US20190161156A1 (en) 2019-05-30
US11046414B2 (en) 2021-06-29
FR3074143A1 (fr) 2019-05-31

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